US1423086A - crossley an d w - Google Patents

Description

K. CROSSLEY'AN'D W. LE P. WEBB.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULY27. 1920.

Patented July 18, 1922.

2 SHEETS-SHEET l.

Fig.4

K. CROSSLEY AND w. LE P. WEBB.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULY27. 1920.

1 ,42 3,086 Patented July 18, 1922.

2 SHEETS-SHEET 2.

UNITED STATES tartar osrics.

KENNETH IRWIN CROSSLEY AND WILIRED LE PLASTRIER WEBB, OIL MANCHESTER, ENGLAND.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented July 18, 1922.

Application filed July 27, 1920. Serial No. 399,392.

(GRANTED UNDER THE PROVISIONS OF THE ACT OF MARCH 3, 1921, 41 STAT. L, 1313.)

To aZZ whom 2'25 may concern:

Be it known that we, KENNETH IRWIN CnossLnr and lVrLrnnD Ln Pzons'rnmn )Vnce, subjects of the King of Great Britain and Ireland, and residents of Openshaw, Manchester, in the county of Lancaster, England, have invented certain new and useful Improvements Relating to Internal-Combust-ion Engines (for which we filed an application for patent in Great Britain on February 21st, 1918, Patent No. 123,398), of which the following is a specification.

The object of our invention is to produce an improved construction and arrangement of combustion or explosion chamber and fuel injecting means for a four cycle internal combustion engine which is particularly suitable for a horizontal engine and for an engine having sufficiently large valves to enable it to run efficiently at high speeds, and which can be used as a high compression oil engine in which air only is drawn into the cylinder on the suction stroke and compressed into the combustion chamber to a high compression pressure and temperature on the compression stroke, the oil fuel being injected by itself in the form of spray into and as much as possible diffused throughout the compressed and heated air in the combustion chamber towards the end of the compression stroke, the temperature of the air being raised by the high compression to a sufficient degree to vaporize and ignite the oil as soon as the latter is sprayed into the combustion chamber and before'any oil spray or vapour can reach the walls thereof or the engine piston in a manner somewhat similar to what occurs in a Diesel engine but assisted by the agitation or turbulence created by the air entering the combustion chamber from the cylinder through the restriction caused by the end of the piston entering the combustion chamber. The engine can also readily be converted into a gas engine in which the fuel (gas or vapour) and air are drawn into the cylinder on the suction stroke the mixture being compressed into the combustion chamher on the compression stroke, and ignited by an electric spark, ignition tube or similar means.

According to our present invention we spray the oil in from or near the back of the chamber furthest from the piston and from either one or two oil injectors. We place the exhaust valve at the bottom and the air admission valve either at the top or at the side of the combustion chamber the latter being (locally) in the neighbourhood of these valves of approximately rectangular or square cross section where necessary the distance from side to side or from top to bottom being about equal to half the diameter of the cylinder. This enables us to make the combustion chamber of thecorrect capacity to obtain the high compression desired and at the same time to use large valves which are necessary when engines run at high speeds. The piston has a projection on its end which enters the combustion chamber at the end of the compression and the exhaust strokes. The said projection and the entrance to the combustion chamber are circular in form. The entrance to the combustion chamber may have a smaller cross sectional area than that of the central portion of the combustion chamber where the valves are situated.

If two oil injectors are used at the back of the combustion chamber they are preferably placed diagonally with each other so that the axial lines drawn through the two oil sprays will meet on or about the axial line of the chamber towards the pistons.

The back wall and the two side walls of the combustion chamber are fiat or nearly fiat when seen in front or side elevation respectively. When seen in plan view the wall at the back of the combustion chamber is in the form of a semicircle struck from a point at or near the centre of the air admission and the exhaust valvespindles. The cross section of the chamber is approximately rectangular or square in the neighbourhood of the air admission and exhaust valves and this section develops preferably gradually from approximately rectangular or square near the valves to a circular section where it emerges into the cylinder.

We usually provide a compressed air starter valve for enabling the engine to be started with compressed air. This is fitted at one side (and preferably on the operating gear side) of the combustion chamber if the air admission valve is at the top of the chamber, or at the top of the combustion required in a engine) or and in the aperture for theoil engine igniter-if such an aperture is provided. I

l Ve have previously described a a combustion chamber. By adoptinga inorecompact chamber than heretoforeapproximately rectangular, or square 'in cross section whererequiredin the neighbourhood of the valves we are, able with a chamber of theisaine volume. to use 'much-larger valves which en ables us tO'ITHILthG 61131116 efliciently at con;

siderablyE higher; speeds.

Although we have described the combustion chamber as being particularly suitable for-a horizontal engine it mayalsobeused i for a vertical orcother engine if desired.

lVe have illustrated our. invention by meansof drawings inall" of which the same or similarpartsare: indicatedby. the same,

reference letters. The compression space in the water jacketed combustion rchamber is indicated. at A, the cylinderof the engineat C, the piston atl), the projection on the end of the piston '(wh-en'used foran oil engine),

at E, the water jacket at F. Ffthe air admission valve at (uh-the exhaust valve at H, the oil injector at J. or J. J,the entrance passage from the cylinder into the combustion; chamber at L and the compressed air starter valve at S; V

Figure 1 is a frontsectional: elevation Figure 2 a cross sectional elevation and Figure 3 a sectional plan "showing one methodof constructing the improved combustion chamber when :the air admission valve is placed opposite the exhaust valve. The combustion chamber is shown in Figures 1 and 3 attached to the endlof a water jacketed cylinder of a horizontal engine. The pistonis shown with. the projection E in Figure 1 as arranged for a high compression 011 engine, andin Figurefi as arranged;

without the said projection for a low-compression gas engine.,: The air admission valve and exhaust valve are shown inthei-r respective-positions in Figure 1 only. The

starter valve is shown. in position in Figure 2 only. The oil sprayer'is shown in both Figures 1 and 3. The oil sprayer is placed at the back of thecombustionchamber, the oil being inj eoted by: any suitable. means by starting the engine.

bustion chamber at or near the end of the compression stroke of the engine piston, the

temperature of theaii' in the combustioni chamber being suliiciently high to ignite the oil spray before it reached the walls of the chamber or the end of the piston.

lln some cases we prefer to use two separate oil in ectors and in this case we-prefer to arrange them diagonally to each other at the back of the chamber, such for instance,

- as shown in Figure 4: withtheir axial lines meeting on or about the axial line of the chamber. The entrance to the combustion chamber from the cylinder may be smaller than the central portion of the chamber inthe neigh bourhood of the valvesas shown for-example in Figures 5, 6, and 7 the chamber being then about vertically cylindrical withfithe entrance from the engine cylinder at. its, side.

lVhen the engine is to work as-a gasene are drawn in throughJ-the air admission valve, and'a suitable igniter, such as an electric ignition plug is inserted at J in place of the oil injector usedon the oil engine.

In Fi ures 5 6 and? wehave illustmted b a i an alternative arrangement of combustion; chamber which may sometimes be conven.

ient, the chief difference as compared with the first described arrangement being that the air admission valve andthe compressed air starting valve change places, thelatter beingplacedopposite the exhaust valve.

VVhenthe combustion chamber is made shown at J and J. J, or one of these-such as a J may be replaced with an igniter, sayian electric sparking plug, which may be used temporarily as an auxiliary igniter in case of emergency, suchas when an insu'liicient supply of compressed air is availablefor ment of combustion chamber is used for a gas engine, two igniters may used at J and J. J

Having now described our invention what we claim 1s:

When this arrangea 1. In four stroke cycle internal combustion engines, the combination eomprisinga combustion chamber in. part rectangular and having a circular opening at one endof less cross sectional areathanthe saidrectangular part-and a semi-circular closure at the oppo= 1 siteend, admission ...exhaust and starter:

valves on the respective sides of the said.

rectangular part,-a piston havinga projecting part thereon entering the said circular.

opening in the combustion chambenandfuel itself in "the form of :fnie;'spray into-the com-5, injecting means in the. said:semi-circularelld 1130 of the combustion chamber injecting the fuel in the form of spray and diffusing it throughout the compressed and heated air in the combustion chamber towards the end of the compression stroke so that vaporization and ignition of the fuel occurs before the spray can impinge upon any metal surface, as set forth.

2. In four stroke cycle internal combustion engines, the combination comprising a combustion chamber in part rectangular and having a circular opening at one end of less cross sectional area than the said rectangular part and a semi-circular closure at the other end, the distance from side to side of said rectangular part being approximately equal to one half the diameter of the engine cylinder, admission, exhaust and starter valves on the respective sides of the said rectangular part, a piston having a projecting part thereon entering the said circular opening in the combustion chamber and fuel injecting means in the said semi-circular end of the combustion chamber injecting the fuel in the form of spray and diffusing it throughout the compressed and heated air in the combustion chamber towards the end of the compression stroke so that vaporization and ignition of the fuel occurs before the spray can impinge upon any metal surface, as set forth.

In testimony whereof We have signed our names to this specification.

KENNETH IRWIN CROSSLEY. WILFRED LE PLASTR'IER WEBB.

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